Narrative:

I was working when the shop supervisor directed me to make a start/enrichment adjustment on a bell 206-L4 helicopter. I was told that it wanted to start hot. After reviewing the appropriate maintenance manual (MM); I adjusted the start /enrichment per the applicable MM. While at the aircraft; I assisted the pilot who had the starting problem in resetting the turbine outlet temperature (tot) overtemp light. After the fuel control unit (FCU) adjustment was complete; I signed-off the engineering report properly.approximately one hour later; the pilot made another attempt to start but aborted due to low battery voltage. The battery was replaced with a serviceable like item and subsequent start was uneventful. One day later; I was notified by the chief pilot that the government agency [we contract our helicopters with] submitted a safety report regarding the bell 206-L4 I had worked on the day before that had overtemped.I immediately called the pilot and he verified that the tot exceeded 927C for no more than a second. The chief inspector and I confirmed that an overtemp condition had occurred on that start. A hot start inspection was performed on the aircraft indicating system and the turbine section per applicable mms; with no defects noted. The aircraft was ground run and flown. Aircraft was returned to service. The lack of communication between the pilot; shop supervisor and myself could have possibly caused the loss of aircraft and/or life.

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Original NASA ASRS Text

Title: Mechanic reports he was instructed by his Shop Supervisor to reset the Total Outlet Temperature (TOT) Overtemp light that had illuminated during an engine start on a Bell 206 L-4 helicopter with an Allison/Rolls Royce engine. He failed to ask the pilot if the engine had actually overtemped; which would require a Hot Start Inspection.

Narrative: I was working when the Shop Supervisor directed me to make a Start/Enrichment adjustment on a Bell 206-L4 helicopter. I was told that it wanted to start hot. After reviewing the appropriate Maintenance Manual (MM); I adjusted the Start /Enrichment per the applicable MM. While at the aircraft; I assisted the pilot who had the starting problem in resetting the Turbine Outlet Temperature (TOT) Overtemp light. After the Fuel Control Unit (FCU) adjustment was complete; I signed-off the Engineering report properly.Approximately one hour later; the pilot made another attempt to start but aborted due to low battery voltage. The battery was replaced with a Serviceable like item and subsequent start was uneventful. One day later; I was notified by the Chief Pilot that the government agency [we contract our helicopters with] submitted a Safety Report regarding the Bell 206-L4 I had worked on the day before that had overtemped.I immediately called the pilot and he verified that the TOT exceeded 927C for no more than a second. The Chief Inspector and I confirmed that an overtemp condition had occurred on that start. A Hot Start Inspection was performed on the aircraft Indicating System and the Turbine section per applicable MMs; with no defects noted. The aircraft was ground run and flown. Aircraft was returned to service. The lack of communication between the pilot; Shop Supervisor and myself could have possibly caused the loss of aircraft and/or life.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.